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ON Semiconductor Is an Equal Opportunity/Affirmative Action Employer ON Semiconductor Is Now To learn more about onsemi™, please visit our website at www.onsemi.com onsemi and and other names, marks, and brands are registered and/or common law trademarks of Semiconductor Components Industries, LLC dba “onsemi” or its affiliates and/or subsidiaries in the United States and/or other countries. onsemi owns the rights to a number of patents, trademarks, copyrights, trade secrets, and other intellectual property. A listing of onsemi product/patent coverage may be accessed at www.onsemi.com/site/pdf/Patent-Marking.pdf. onsemi reserves the right to make changes at any time to any products or information herein, without notice. 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TND6352/D Rev. 3, July − 2021 Electric Vehicle Fast DC Charging: Holistic Overview © Semiconductor Components Industries, LLC, 2021 1 Publication Order Number: July, 2021 − Rev. 3 TND6352/D Electric Vehicle Fast DC Charging: Holistic Overview Brief E−mobility Deployment Outlook E−mobility and vehicle electrification buzz has been around for a while now. Strikingly enough, the first electric vehicles (EV) appeared in the late XIX century. The ‘buzz’ we are talking about here refers to the rebirth of the interest in this alternative fuel technology in the end of the XX century. This has been driven by the need to shift away from Internal Combustion Engine (ICE) and ICE based vehicles that run with oil, and increasingly scarce resource, and that heavily pollute the environment and are a major contributor to climate change. It has not been until the last three to five years, though, that one can sense a consistent proliferation of the e−mobility ecosystem with specific actions to roll it out along with the introduction of regulations, the deployment of infrastructure and the broadening offering of HPEVs and BEVs models, in the end improving the accessibility of EVs to the broad market. Figure 1. Electrical Vehicle by the End of XIX or Beginning of XX Century One of the foremost drivers of that recent acceleration has been the emissions regulation policies imposed to automobile manufacturers worldwide. In Europe, stricter measures coming into effect since last year (2020) could have a severe impact on the bottom line [1] of car manufacturers that do not comply with them. These regulations will gradually become more stringent in upcoming years. No wonder that carmakers are moving quickly and ramping up their pallet of BEVs models, with actual projections of 300 models hitting the road until 2025 [2] [3]. www.onsemi.com 2 At the consumer end, governments have been bolstering the transition into alternative fuel vehicles along the last years by offering benefits of different nature to xEVs owners. From tax−exceptions, to free parking and charging services, access to High Occupancy Vehicle (HOV) lanes, … Figure 2. Battery−Electric Vehicles (BEVs) Market Launches per Production Date. Source: McKinsey/IHS Automotive (July 2019). Furthermore, if we look into the very recent past and present, the COVID−19 has been – and continues to be – an accelerator for incubating trends curing behind the scenes, such as for example: robotization, 5G and connectivity, home−office, and of course e−mobility to name a few. Particularly, with multi−year investment plans that prioritize new technologies and innovation – both at a public and private arenas. These forces are spurring EV and PHEV sales growth, especially in Europe now. China has been the trailblazer in adoption, market growth and offerings, but in recent months Europe has caught up China on sales volumes, reaching an overall mark 1.4 million units with a 137% increase YoY. China and US numbers hovering around 1.34 millions and 0.33 millions respectively. [4] [5] [6] www.onsemi.com 3 Figure 3. Projected xEV Unit Sales 2020−2024. Report issued in 2020 before COVID−19 Impact. Source: IHS, Omdia, 2020. Fast EV Charging Infrastructure: Demand is Strongly Growing In addition to the direct incentives and measures to promote xEV adoption there are other changes in the overall environment that are reinforcing the transition to e−mobility. Historically there have been underlying roadblocks that have hampered the evolution into the new model, the most prominent ones being: range anxiety, the price of xEV vehicles (falling within the ‘premium’ ICE category price ranges) and finally, the charging times of the batteries compared to filling the tank of a conventional vehicle (a simple, well−known concept and fast process). Well, range anxiety is being tackled by increasing battery capacities and the raising kWh/km ratios of vehicles. Prices of BEVs are being brought down steadily in recent years and coming closer to the broader mass−market categories, together with an increasing offering of models as discussed in the previous section. The last remaining hurdle is the charging time, where slow (up to max. 22 kW effectively [7]) and fast systems (22 – 400 kW and targeting above) coexist. In particular slow charging systems are already relatively widely available at households, public parking and workplace parking (Figure 4). Differently, fast charging systems are mostly available publicly, in commercial areas or in charging stations as they require dedicated electrical infrastructure meaning a significant investment. At the highest power rating of slow charging, the systems can provide 100 km additional range in ~ 50−60 minutes, but even these cannot be deployed at households easily [8]. At the lower power end, 1.4 – 3.7 kW rates (depending on region and applicable regulation it could be more power) are possible at households and privately when using a dedicated cable directly connected to the standard socket outlet but take around 5 hours (at 3.7 kW) to add 100 km of range. On the contrary, fast charging systems can deliver this range www.onsemi.com 4 in less than ten minutes. For a significant share of drivers and use cases, slow charging might be a feasible solution, but clearly, not for everyone and in every situation. Sections ‘Charging Rates and Times’ and ‘Standards and Protocols for DC Charging’ will provide more details on charging powers and times. Figure 4. Private and Publicly Accessible Chargers by Country, 2019 (IEA2020) Therefore, an effective and sustainable transition into e−mobility will require the deployment of fast charging infrastructure to keep pace with the growth of BEVs in the road. Not only quantitatively, but also in terms of power rating. The higher the power the shorter the charging times, and this is a significant factor as battery capacities keep augmenting and their technology improving, allowing for higher peak powers (faster charging rates). No wonder that growth estimation for fast chargers predict a 31.8% CAGR in volume from 2020 to 2027 and a 39.8% CAGR in market size during the same period. [9] Figure 4 shows the distribution of slow and fast chargers worldwide in 2019. AC or DC Charging: Blurry Lines In the context of e−mobility very often the cables and connectors used for charging are called ‘chargers’. Alternating Current (AC) outlets with a dedicated hardware device (commonly known as ‘wallbox’) which serves as interface to connect the charging wires and charge the vehicle are called chargers. There are possibly more cases where the word charger might be misleadingly used. If by ‘charger’ we consider the actual device where the power conversion takes place, then the elements discussed above are not chargers. AC charging and DC (Direct Current) charging are simple concepts which might become fuzzy because of the aforementioned reasons. In essence, the difference lies on the mode of transfer of the power into the charging port of the vehicle (not into the battery). In AC charging mode, the AC power from the grid is delivered into the car via an AC outlet or charging stall. The car will manage the AC/DC power conversion via the On Board Charger (OBC) – here properly named charger as there is power conversion − and deliver DC voltage and current to the batteries.
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